Automatic train-stop.



F. K. WADE.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JAN. 30. mg

1,136,567. -mtenteaA nzo,1915.

a SHEETS-SHEET 1.

INVENTOR WITNESSES I f7mi m ATTORNEYS F. K. WADE.

AUTOMATIC TRAIN STOP.

APPLICATION FILED JAN. 30, I913- Patented Apr. 20, 1915.

3 SHEETS-SHEET 2.

@Z 5 62 WITNESSES i ME fi M1 Z/ y/Z/fiZ/M X44052 ATTORNEYS F. K. WADE.

AUTOMATIC TRAIN STOP. APPLICATIDN FILED JAN. 30. 1913.

Patented Apr. 20, 1915.

3 SHEETS-SHEET 3.

4 TTOR/VE Y 8 To all whom it may concern:

UNITED STATES PATENT onn on.

FRANK K. WADE, OF IATERSON, NEW JERSEY, ASSIG-NOR OF ONE-HALF T0 R. G. DENNY, 0F BLOOMFIELD, NEW JERSEY. 7

AUTOMATIC TRAIN-STOP.

Specification of Letters l atent.

Patented Apr. 20, 1915.

Be a known that I, FRANK K. WADE, a

citizen of the United States, and a resident of Paterson, in the county of Passaic and State of New Jersey, have made certain new and useful Improvements in Automatic Train-Stops, of which the following is a specification.

My invention relates-to devices for automatically stopping railroad trains when the latter run by signals set at danger against them, and it consists in the combinations, constructions, and arrangements herein described and claimed.

An object of my invention is to provide a simple arrangement of electric devices on eachengine which maybe operated by'meansof circuits completed by a series of third rails or short conductors disposed along the track.

A further object of my invention is to provide means operated by the electrical devices for operating the air brakes and for shutting off the steam supply.

A. further object of my invention is to provide means which may be operated by the movement of the railway track signals or semaphores as they are being shifted into their indicating positions for grounding the third rail sections.

A further object of my invention is to provide means for recording the time at which the train is automatically stopped and at which it is again started.

Other objects and advantages will appear. in the following specification .and the novel features of the device will be particularly pointed out in the appended claims.

My invention is illustrated in the accompanying drawings forming part of this application in which- Figure 1 is a diagrammatic view of the mechanism on the engine and of the third rail and its associated track signal, the latter being at clear Fig. 2 is a view similar to that shown in Fig. 1 showing the parts in a different position, the signal being at danger, Fig. 3 is a diagrammatic view of a modified form of the switch actuating means, and Fig. 4 is a diagrammaticview the'main air reservoir or a steam chest or similar reservoir for motive fluid. This line connects with a valve casing 3 in which is disposed a valve 4 whose stem 5 is connected with the armature 6 of a magnet or solenoid 7. The valve is provided with an opening 8 arranged to be brought into alinement with the pipes 1 and 9. The movement of the valve 4 is designed to cut ofl? communication between the pipes 1 and 9 and to establish communication between the pipe 9 and the interior of the valve casing through a groove 4:. Openings 3 in the valve casing permit the escapeof air or steam into the atmosphere. While I have described this motive fluid control device in detail it will be understood that this description is merely for the purpose of making the operation clear and that any suitable mechanism might be used in lieu of that shown for establishing communication between the pipes 1 and 9 in one position of the armature 6 and for cutting olf communication between the pipes and for connecting the pipe 9 with the outer "atmosphere when the armature 6 is in another position.

' At 10 I have shown a cylinder having a piston 11, these parts being such as are found in. the ordinary Westinghouse air brake. As long as pressure is supplied to the pipe 9 the piston 11 is forced inwardly against the spring 12 so as to permit the brakes to be released fromthe wheels in the ordinary manner.

A cylinder 13 which is similar to the cylinder 10 has a piston 14 which is acted on by a spring 15. Connected with the cylinder 1 1 is the valve stem 16 of a valve 17 prevent the passage of steam to the throttle.

On each engine is disposed the solenoid or magnet 7 mentioned above and the magnets,20, 21, 22 and 23. At 24 I have shown diagrammatically a recording device having a disk 25 which is designed to be rotated continuously by any suitable mechanism. A

similar recording device 26 is provided with 119 lever is provided with an anti-friction Wheel or roller arranged to bear on the armature. When the handle 34 is turned in the direction shown by the arrow in Fig. 1

the roller Will'be brought up against the armature and the marking point 28 will be brought against the rotatable disk 27. It will beunderstood that any other suitable means for simultaneously moving the armature 6 and recording'the time of such movement may be substituted for the mechanism just described without departing in the least from the spirit and-the scope of this invention. The view herein shown is intended to be purely diagrammatic.

The magnet 20 is provided. with an armature 36 which is pivoted at 37 and is arranged to engage a contact 38. It has a depending rod 39 which is provided with two beveled stops 40' and 41 respectively.

The lower end. of the rod 39 constitutes a marking device arranged to engage the disk I 25. 1k conducting lever 42 is pivotally mounted at 43 and its end is arranged to engage the stop 40 to lift the rod 39. The stop 41 is arranged to engage a projecting portion 44 of the armature-45 of the mag net 22 so as to force the armature toward the magnet against the tension of the spring 46.

The magnet 21 is provided with an arma ture 47 which is held by a spring 48 normally awayfrom the magnet. The armaobvious'that any1other suitable mechanism ture 47 is provided Witha stem 49 arranged to enter recesses 50 in a rotatable locking disk 51.- The end of the lever 42 is also arranged to enter the recesses 50. A handle 52 r is provided for turning the disk 51. These parts are shown diagrammatically since it is for accomplishing the same purpose might fulfil theobjects of the invention.

At 53 I have shown a governor arranged to open or close a switch 54. This can only occur when the train stops. As long as thetrain'is in motion the governor isup and v the switch 54 is open. The niagnetv 23' is.

provided. with anarmature 55 arrangedfto engage a contact 56.

Disposed at intervals along the track are i j short lengths of conducting rails 57 These rails are arranged to be engaged by the contact members "58 and 59.. In the figures I have illustrated them as brushes, but other forms of suitable contacts may be used.

1 "Each of the rails is connected with a switch 60, one side of which is grounded. The latter may be operated by the semaphore 61. One of these third rail conductors 57 is assogagement with the third rail sections since these latter are only provided at the points where the signals are located. Each train is provided with a source of continuous current such as that shown at G. Current will now flow from this generator or battery through the conductor 64,magnet 21, 65, 38, 36, (the latter being held up by means of the lever 42) 37,'magnet 20, 66, lamp 67, magnet 7, v.68, 56, armature '55, 69 and '70, back to generator. This circuit will energize the magnet 21, thereby holding the stem 49 of the armature 47 in a slot 50 of the disk 51, thereby locking this disk in position. This circuit will also energize the magnet 20, which tends to attract the armature 36. The energization of the magnet 7 will cause the armature 6 to hold the valve 4 in posi tion to effect communication between the pipes 1 and 9, thereby permitting the fluid pressure from the reservoir to force the brakes away from the wheels and to open the steam pipe leading to the throttle in the manner already explained. The armature 55 is down on its contact 56, because the circuit through the magnet 23 is broken at the brushes 58 and 59 which, as stated, are not now in contact with the rail 57. This condition will be maintained until the train is passing a signal; Suppose the signal which the tram is passing is at clear, as shown in Fig. 1. The switch 60 isclosed and therefore the rail 57 is grounded. When the contacts 58 and 59 reachthe rail 57 acircuit will be closed through themagnet 23. This circuit is as follows from generator through 64, 71, 23, 72, 58, '57, 59,73 and 70 back to wheel 63 and rail62to the ground, through the grounded conductor 75, resistance 76, conductor 77, switch 60, '78, rail 57 brush 59, conductors 73 and 7 0,back-to generator. Since the circuits of the magnet 7, 20 and 21 are maintained the train will be permitted vto proceed when the semaphore 61 is in the position to indicatca clear track.

' In Fig. 2 the semaphore is set at danger and the swinging of the semaphore into its danger position opens the switch 60. Now

when the brushes 58 and 59engage the short rail 57 the circuit just traced through the the contact 56, thereby breaking the actuating circuits of the magnets 7, 20 and 21.

The deenergization of the magnet 7 will cause'its armature to move away, thereby shifting the valve 4 so as to cut ofl communication between the pipes 1 and 9 and also permitting the latter to discharge into the atmosphere in the manner already described. This. will cause a setting of the brakes and it Will-cause the closing of the valve 17 under the action of the spring so as to shut off the steam in the pipe 19 leading to the throttle.

The deiinergization of the magnet 21 will cause the locking stem 49, which is connected to the armature 47, to be drawn upwardly by means of the spring 48, thereby releasing the disk 51. The lever 42 is therefore free to turn on its pivot. The deenergization of the magnet causes a downward movement of its armature 36 and also of the rod 39. The cam stop 41 pushes aside the extension 44 of the armature 45 which immediately springs in behind it, thereby looking it .in its position. The lower portion of the rod 39 engages the rotating disk 25 and records the time at which the magnet 20 is deenergized. The downward movement of one end of the lever 42 brings the contacts 79 and 80 into engagement. It will be understood that the operating mechanism, 71. e., the magnets, armatures, recording devices, and locking devices are inclosed in a casing where the engineer cannot get at them. It is only when the train is brought to a full stop that he can again proceed, and. this is accomplished through the medium of the governor 53. As long as thetrain is in motion this governor is up, as shown in Fig. 1, and the switch 54 is open, but when the train stops the governor closes the switch 54 and a circuit is established as follows: from the generator G through 64, 81, lever 42, contacts 79 and 80, 82, magnet 22,83, governor 53, switch 54, 84'and to generator. The magnet 22 is thereby energized but since the locking stem 49 is up, the disk 51 may be rotated by means of the handle 52 in the direction shown by the arrow in Fig. 2 so as to force the rod'39 upwardly, thereby bringing the armature 36 against the contact 38. The third rail sections 57 are of such a length that the brushes pass off the rail inthetime that it takes the train to stop. from the momentum gained. In other words, the contact of the brushes 58 and 59 with the rail'section is a relatively short one, entirely sufficient to energize'the mag-' net 23, but not suflicient to bring the train to a stop before the brushes leave the rail.

Therefore when the engineer lifts the armature 36 of the magnet 20 by means of the disk 51 as described the energizing circuit of the magnets 7, 20 and 21, which has already been described, is again completed. Pressure is therefore admitted from the pipe 1 to the pipe 9 releasing the brakes and permitting the steam to flow to the throttle past the valve 17. The locking stem 49 of the armature 47 of the magnet 21 is brought into position to lock the disk 51. The circuit of the magnet 22 is broken at 79 and 80 and when the train starts 'up again the governor 53 opens the switch 54. When the circuit is first broken through the magnets 7, 20 and 21, the lamp 67, which is glowing normally when the current is flowing, goes. out, and this serves as an additional danger signal to the engineer. When the circuit is again established it is lighted. In order to give the engineer control of the train under extraordinary circumstances I provide means for manually lifting the armature 6. Thus it will be seen that if the disk 33 is rotated in the direction shown by the arrow in Fig. 1 the roller 35 will be forced upwardly, thereby moving the arma ture 6and forcing the valve 4 into position so as to establish communication between the pipes 1 and 9. The movement of the lever 29 will cause the marking member 28 to engage the rotating disk 27 so that if this manual means is used the precise time at which it is used is recorded on the recording device 26., As stated before, any other means for accomplishing the same purpose of raising the armature and simultaneously recording the time of movement of the armature might be used in lieu of the arrangement shown. A modification of this arrangement is shown in Fig. 3. In this figure additional conducting members 86 are provided along the track. These conducting members are normally grounded through the armature' 87 of a magnet 88. The energizing circuit of the magnet 88 is from the battery B, or other source of current at the train dispatchers oflice through 89, key K, K or K and by the conductors 90, 90 or 90 through the respective magnets 88, 88 or 88 Since these conductors 86 are normally grounded, then the train can proceed, but in case the ground should be broken, as it may be from the train dispatchers office by pressing one of the buttons K, K or K respectively, then the train will be stopped in the manner already indicated on that particular section from which the ground has been removed.

It will thus'be seen that with this arrangement the train dispatcher has under his control the stopping of a train automatically at any particular section or block along the line where he wishes such train to stop. Immediately on the release of the brake setting means, controlled thereby, a.

valve controlled by said pressure pipe for cutting oil steam from the throttle, electromagnetiemeans for controlling the pressure in the pressure pipe, means carried by the engine for energizing said eleetro-magnetic means, means for automatically deenergizing said electro-magnetic means, said last named means comprising a relay having contacts disposed in the circuit of the electromagnetic means, a pair. of contacts in circuit with said relay, and conductors disposed along thetrack for bridging the contacts and thereby energizing the relay.

2.I'n an automatic train-stopping device, the combination with a pressure pipe, of brake setting means controlled thereby, a

valve controlled by said pressure pipe for cutting off steam from the throttle, electromagnetic means for controlling the pressure in the pressure pipe, means carried by the engine for energizing said eleetro-magnetic means, means for automatically deenergiiing .said electro-magnetic means, said last named means comprising a relay having contacts disposedain the circuit of the electromagnetic means, a pair of contacts in circuit with said relay, one of'said contacts having-electrical connections with one side of said electromagnetic means, the other side of said electromagnetic means being permanently grounded, conductors disposed along'the track for bridging the contacts and therebyenergizing the relay, said conductors being normally grounded, and means for breaking the ground connection of any of said conductors,

.3. In an electrical train stopping system, a fluid pressure pipe, a valve for controlling the fluid pressure, electro-magnetic means for controlling the valve, a source of current, a normally closed circuit connecting said source of current and said electro-magnetic controlling means, a relay for breaking the circuit of'the electro-magnetic controlling means at a point on one side of said source of current, and means on the opposite side of said source of current and controlled by the normally closed circuit for breaking the circuit through the electromagnetic controlling means, at another point. I 4. In an electrical train stopping system,

a fluid pressure pipe, a valve-for controlling the fluid pressure, electro-maguetic means for controlling the valve, a source of ourrent, normally closed connections between said source of current and said electro-magnetic controlling means, a relay for breaking'the'circuit of the electro-magnetic controlling means on one side of said source of current, and means on the opposite side of said source of current for breaking the circuit at another point through the electromagnetic controlling means, said last named means comprising a magnet having its winding and its armature in series with the electro-magnetic controlling means.

'5. In a train stopping device, a pressure pipe, means for controlling the pressure of motive fluid in said pressure pipe, a normally closed circuit including a source of current, and an electro-magnet for operating said controlling means, a cut out relay having its contacts in series with the winding of said electro-magnet forbreaking the circuit through said electro-magnet, means in saidnormally closed circuit for breaking the circuit through the electro-magnet at another point, and a normally open circuit including the energizing coils of the cut out relay.

6. Inna train stopping device, a pressure pipe, means. for controlling the pressure of motive fluid in said pressure pipe, a normally closed circuit including a source of current, and an electro-magnet for operating said controlling means, a cut out relay havingits contacts in series with the winding of said electro-magnetfcrbreaking the circuit through said electro-magnet, means in said normally closed circuit for breaking the circuit through the electro-magnet at another point, and a normally open circuit, including theenergizing coils of the cut out relay.

7. In a train stopping device, a pressure pipe, means for controlling the pressure of motive fluid in said pressure pipe, a normally closed circuit including a source of current, and an electro-magnet for operating said controlling means, a cut out relay having its contacts in series with the winding of said electro-magnet for breaking the circuit through said electromagnet, means in said normally closedeircuit for breaking the circuit through the electro-magnet at another point, and a normally open circuit, in-

cluding the energizing coils of the cut out relay. 1

8. In a train stopping mechanism, a pressure pipe, electro-magnetie means for controlling the pressure in said pressure pipe, a

.source of current for energizing said electromagnetic means, a recording magnet, a pair of contacts for said recording magnet, an

nected with the armature of said recording magnet and arranged to engage the recording disk when the recording magnet is deenergized.

9. In a train stopping mechanism, a pressure pipe, electro-magnetic means for controlling the pressure in said pressure pipe, a source of current for energizing said electro magnetic means, a recording magnet, a pair of contacts for said recording magnet, an armature for normally closing said contacts, the winding of said recording magnet, the armature and the contacts being in series with the winding of said electro-magnet, a recording disk, a marking device connected with the armature of said recording magnet and arranged to engage the recording disk when the recording magnet is deenergized, and a locking device for normally preventing the return of the marking device. from the recording disk.

10. In a train stopping mechanism, a pres-' sure pipe, electro-magnetic means for controlling the pressure in said pressure pipe, a source of current for energizing said electromagnetic means, a recording magnet, a pair of contacts for said recording magnet, an armature for normally closing said contacts,

the winding of saidrecording magnet, the

armature and the contacts being in series with the winding of said electro-magnet, a recording disk, a marking device connected with the armature of said recording magnet and arranged to engage the recording disk when the recording magnet is deenergized, a locking device for normally preventing the return of the marking device from the recording disk, and electro-magnetic means for releasing the locking device to permit its return to normal position.

11. In a train stopping mechanism, a pressure pipe, electro-magnetic means for controlling the pressure in said pressure pipe, a source of current for energizing said electromagnetic means, a recording magnet, a pair of contacts for said recording magnet, an armature for normallyclosing said contacts, the winding of said recording magnet, the armature and the contacts being in series with the winding of said electro-magnet, a recording disk, a marking device connected with the armature of said recording magnet and arranged to engage the recording when the recording magnet is deenergized, a locking device for normally preventing the return of the marking device from the recording disk, electro-magnetic means for re leasing the locking device to permit its return to normal'position, and a governing device dependent upon the speed of the train for controlling the circuit through the last named electro-magnetic device.

12. In a train stopping mechanism, a pressure pipe, electro-magnetic means for controlling the pressure in said pressure pipe, a

disk

source of current for energizing said electromagnetic means, a recording magnet, a pair of contacts for said recording magnet, an armature for normally closing said contacts, the winding of said recording magnet, the armature and the contacts being in series with the winding of said electro-magnetic, a recording disk, a marking device connected with the armature of said recording magnet and arranged to engage the recording disk when the recording magnet is deenergized, a locking device for normally preventing the return of the marking device from the recording disk, electro-magnetic means for releasing the locking device to permit its return to normal position, a governing device dependent upon the speed of the train'for controlling the circuit through the last named electro-magnetic device, and manual means for raising said marking device, said manual means being normally locked.

13. In a train stopping mechanism, a pressure pipe, electro-magnetic means for controlling the pressure in said pressure pipe, a source of current for energizing said electromagnetic means, a recording magnet, a pair of contacts for said recording magnet, an

armature for normally closing said contacts,

the winding of said recording magnet, the armature and the contacts being in series with the winding of said electro-magnet, 'a

recording disk, a marking device connected with the armature of said recordin magnet and arranged to engage the recor ing disk when the recording magnet is deenergized, a locking device for normally preventing the return of the marking device from the recording disk, electro-magnetic means for releasing the locking device to permit its return to normal position, a governing device dependent upon the speed of the train for controlling the circuit through the last named electro-magnetic device, manual means for raising said marking device, said manual means being normally locked, and electro-magnetic means for releasing the locking device of said manual operating means.

14. In a train stopping mechanism, a pressure pipe, electro-magnetic "means for controlling the pressure in said pressure pipe, a source of current for energizing said electromagnetic means, a recording magnet, a pair of contacts for said recording magnet, an armature for normally closing said contacts, the winding of said recording magnet, the armature and the contacts being in series with the winding of said electro-magnet, a recording disk, a marking device connected with the armature of said recording magnet and arranged to engage the recording disk when the recording magnet is deenergized, a locking device for normally preventing the return 'of the marking device from the recording disk, electro-magnetic means for releasing the locking device to permit its return to normal position, a governing device locking device of said manual operating.

means, said last named electro-magnetic 10 means and said recording magnet being in series with said first named electro-magnetic controlling means.

FRANK K. WADE. Witnesses:

L. A. STANLEY, -SoLoN G. KEMoN. 

